Apparatus for removing contaminants from crankcase emissions

ABSTRACT

A separator for separating liquids in a fluid stream generated by blow-by gases produced in a crankcase of an internal combustion engine wherein the fluid stream includes both gasses and liquids. The separator including an inlet in fluid connection with the engine for receiving the fluid stream and an outlet in fluid connection with the engine to return a gas stream to the engine. The separator further including a fluid path fluidly connecting the inlet to the outlet and a containment vessel in fluid connection with the fluid path. The separator having a fluid stream accelerator in the fluid path and the accelerator accelerating the fluid stream to at least partially separate the gasses from the liquids in the fluid stream.

This application claims priority of patent application Ser. No.11/044,485 filed on Jan. 27, 2005 now U.S. Pat. No. 6,994,078 whichclaims priority in provisional patent application Ser. No. 60/539,654,filed Jan. 28, 2004.

The present invention relates to a device for removing contaminants fromthe crankcase emissions produced by an internal combustion engine whilein operation and while at idle. More particularly, to a separator forseparating the liquids from the vapors in a fluid stream passing fromthe crankcase of an internal combustion engine. By separating theliquids from the vapors, the vapors can be returned to the intake of theengine to be reintroduced with the fuel-air mixture allowing the vaporsto be combusted and causing better combustion while the liquids can becollected for proper disposal. As a result, essentially all of the fluidstream passing from the crankcase is prevented from escaping into theenvironment.

INCORPORATION BY REFERENCE

The present invention relates to separating the liquids from the vaporsin a fluid stream generated by an internal combustion engine so that thevapors or gasses can be burned off by the engine and the fluids can berecovered. The creation of the fluid stream in the crankcase of aninternal combustion engine is shown and described in Bush U.S. Pat. No.4,370,971 and Bush U.S. Pat. No. 4,089,309. The Bush patents show anddescribe how the “blow-by” gasses are created in the internal combustionengine and the need to control these liquids and vapors produced by the“blow-by” gasses. McDowell U.S. Pat. No. 5,277,154 and Knowles U.S. Pat.No. 6,058,917 also show and describe the creation of “blow-by” gasses inan internal combustion engine and the need for separating the liquidsfrom the gasses.

BACKGROUND OF THE INVENTION

While the present invention is particularly applicable for use inconnection with diesel engines and, therefore, much of the descriptionwill relate to diesel engines, the present invention has much broaderapplications in that it can be used in connection with non-dieselengines including gasolene engines and other internal combustionengines. Further, the present invention can be used in connection withvirtually all internal combustion engines regardless of how the engineis used. In this respect, while due to Federal regulations the presentinvention is particularly applicable for use with vehicle engines, theinvention can be used in connection with other internal combustionengine applications including but not limited to construction equipmentand generators.

It is, of course, well known that fluids or liquids and gasses or vaporscan pass from the combustion chambers of an internal combustion engineunder a misfire or a lost energy situation and enter the crankcase ofthe engine. This can occur during both the compression of the fuel-airmixture and during the combustion of the fuel-air mixture. In thisrespect, during the compression stroke of the piston, a portion of thefuel-air mixture can bypass the piston rings and enter the crankcase. Insimilar fashion, during the exhaust cycle, exhaust gases can also bypassthe piston rings and enter the crankcase. The crankcase houses themajority of the engine oil reserve. These gasses are referred to as“blow-by” gasses and they mix with the engine oil in the crankcase dueto the high speed churning action of the crankshaft and connecting rods.Further, the high turbulence created by the turning crankshaft andconnecting rods creates pressure. This pressure within the crankcasemust be relieved or the engine will self-destruct. However, relieving orbalancing this pressure requires a fluid flow of all the unburned andexhaust gasses to exit the crankcase. The gasses exiting the crankcaseof the engine are under pressure which creates a drafting affect thatdraws engine oil up and out the crankcase. In addition, the churningaction discussed above also mixes the engine oil with the gasses in thefluid flow exiting the crankcase. As a result, the fluid flow flowingout of the crankcase includes a substantial amount of engine oil.

In some engines, the fluid flow is allowed to exit the engine by way ofa “blow-by tube” wherein the fluid flow is passed directly into theenvironment. This mixture includes heavy pollutants and most all dieselengines operate today with an open “blow-by tube” allowing this fluidflow to escape directly into the environment.

In order to minimize the environmental impact and to meet strictergovernmental regulations, positive crankcase ventilation (PCV) systemshave been developed which recycle these “blow-by” gasses back into theinduction system of the engine. As a result, at least a portion of the“blow-by” fluids is burned during the combustion of the fuel-airmixture. However, while the PCV system reduces the environmental impactof the fluid flow from the crankcase, it does not prevent all pollutantsfrom escaping to the environment and it has adverse effects on theengine itself. In this respect, reintroducing the “blow-by” materialinto the engine, by way of the induction system, reduces the performanceof the engine, creates unwanted deposits on the working components ofthe engine thereby reducing the life of the engine and has an adverseeffect on the emission control system of the vehicle. The burning of all“blow-by” material can also limit the types of emission systems that canbe used on the vehicle. And even further, these existing PCV systems donot function with diesel engines.

SUMMARY OF THE INVENTION

In accordance with the present invention, provided is a separator thatseparates the liquids from the gasses and/or vapors in a fluid streamproduced by the “blow-by” gasses generated in an internal combustionengine. With this separator, a substantial portion of the fluids in the“blow-by” fluid stream is separated and collected. Only the lighterhydrocarbons are directed back into the intake of the engine andreintroduce with the fuel-air mixture. By reducing the liquids that arereintroduced into the induction system of the engine, engine performanceis improved. As stated above, much of the liquid in the fluid stream iscontaminated crankcase oil which is not designed to be burned duringcombustion. In addition, reducing the reintroduced liquids reducesunwanted engine deposits and can increase engine life. Further, improvedseparation allows the fluid flow produced by a diesel engine to becontained and prevented from passing directly into the environment byway of a “blow-by tube.”

A separator according to the present invention includes a separatingdeflector having at least one spiral accelerator extending about aspiral axis between a first and a second end. The spiral acceleratorincreases the velocity of the fluids of the fluid stream and directsthese fluids away from the spiral axis toward non-absorbent beads thatat least partially surround the accelerator and which allow a portion ofthe liquid to be directed into a containment area within the separator.

A separator according to another aspect of the present invention caninclude a special housing screen also extending at least partially aboutthe spiral axis to create increased separation of the liquids from thegasses in the “blow-by” fluid stream.

In accordance with yet another aspect of the present invention, theseparator can utilize an outer housing large enough to hold the amountof separated liquids produced by the “blow-by” between regularlyscheduled oil changes. The separator can also include a drain apparatusdesigned to allow easy maintenance or draining of the collected fluids.

In accordance with yet a further aspect of the invention, the separatorcan include a pressure relief valve to prevent a failure of enginecomponents due to a back pressure in the system. As a result, thepressure relief valve can be set at a nominal pressure designed to openat the first sign of back pressure.

In accordance with a further aspect of the invention, the separator caninclude a deflector assembly including both the spiral accelerator andthe non-absorbent beads to allow easy removal of these components forperiodic cleaning.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing will in part be obvious and in part be pointed out morefully hereinafter in connection with a written description of preferredembodiments of the present invention illustrated in the accompanyingdrawings in which:

FIG. 1A is a prior art separator showing a typical PCV system for agasolene engine;

FIG. 1B is a prior art diesel engine with a “blow-by tube;”

FIG. 2 is a front perspective view of a separator in accordance with thepresent invention;

FIG. 3 is a perspective view of only a bottle housing of the separatorshown in FIG. 2 with a different mounting configuration and drainconfiguration;

FIG. 4 is a front elevational view of the separator bottle housing shownin FIG. 3;

FIG. 5 is a right side elevational view of the separator bottle housingshown in FIG. 3;

FIG. 6 is a left side elevational view of the separator bottle housingshown in FIG. 3;

FIG. 7 is a top plan view of the separator housing shown in FIG. 3;

FIG. 8 is a sectional view of the separator according to the presentinvention;

FIG. 9 is an enlarged sectional view of the deflector assembly shown inFIG. 8;

FIG. 10 is a perspective view of the spiral accelerator as is shown inFIG. 8;

FIG. 11 is a sectional view taken along line 11-11 in FIG. 10;

FIG. 12 is a front elevational view of the accelerator shown in FIG. 8;

FIG. 13 is a sectional view taken along line 13-13 in FIG. 9;

FIG. 14 is a diesel engine which includes a separator according to thepresent invention;

FIG. 15 is a sectional view of the separator according to another aspectof the present invention;

FIG. 16 is an enlarged sectional view of another deflector assembly asis shown in FIG. 15;

FIG. 17 is a perspective view of the spiral accelerator as is shown inFIG. 15;

FIG. 18 is a sectional view taken along line 18-18 in FIG. 17;

FIG. 19 is a front elevational view of the accelerator shown in FIG. 15;and,

FIG. 20 is a sectional view taken along line 20-20 in FIG. 16.

DESCRIPTION OF PREFERRED EMBODIMENTS

Referring now in greater detail to the drawings wherein the showings arefor the purpose of illustrating preferred embodiments of the inventiononly, and not for the purpose of limiting the invention, FIG. 1Aillustrates a PCV system for a gasolene engine along with a prior artseparator used in connection with the PCV system. More particularly,shown is a gasolene type internal combustion engine GE having acrankcase CC, an intake I and at least one cylinder head CH. Inoperation, intake I delivers a mixture of fuel and air through intakepassageway IP into cylinder head CH which is directed to combustionchamber CCH. A valve V regulates the flow of the fuel-air mixture to thecombustion chamber. Piston P then compresses the fuel-air mixturewherein during the compression process, a small portion, depending onthe condition of the engine, passes by piston P as “blow-by” gasses BGinto crankcase CC. In similar fashion, during the combustion of thefuel-air mixture, a portion of the exhaust gas also passes by piston Pas “blow-by” gasses thereby entering crankcase CC. As a result, apositive pressure is produced in crankcase CC which must be released.However, the hot combustion gasses or “blow-by” gasses which pass thepiston rings and enter the crankcase are homogenized with heavycrankcase oil due to the high speed churning action of the crank shaftand connecting rods.

The positive pressure in the crankcase creates a fluid stream FS, whichincludes crankcase oil, that passes through one of many passageways PWand enters the space between valve cover VC and cylinder head CH. Thiscondition traps the fluid stream within the valve cover. In order tominimize the environmental effects of the fluid stream, a positivecrankcase ventilation system PCV directs fluid stream FS from valvecover VC to an intake passageway IP by way of a hose H1. As a result, atleast some of the gasses and liquids in fluid stream FS are burnedduring the combustion process of the engine. Since the fluid streamcontains contaminated crankcase oils, heavier than normal carbondeposits on valves, spark plugs and pistons are created. In addition,fuel injectors can become clogged or partially clogged thereby hinderingtheir operation. The portion of the fluid stream that makes it throughthe combustion cycle is expelled as soot through the exhaust system asparticulate matter thereby coating the catalytic converter and reducingits capability to function properly. A portion of the particulate matteris expelled into the atmosphere. Essentially, the engines are choked bytheir own emissions which adversely affect performance, engine life andfuel economy.

Prior art devices have been used to remove some material from fluidstream FS by utilizing a device (Ref. #11) in the PCV system. As isshown in FIG. 1A, hoses H2 and H3 replace hose H1 to allow fluid streamFS to pass through device 11. However, these devices do not remove asubstantial portion of the liquid and cannot be used to create a closedPCV system in connection with a diesel engine.

Turning to FIG. 1B, shown is a prior art diesel engine DE which includesa “blow-by” tube G for relieving the internal pressure in the crankcase.Diesel engine DE has at least one piston A with rings B and has at leastone head which houses rocker arms and valves C. Injectors direct theflow of the fuel into each of the cylinders for ignition. In operation,intake I delivers air to at least one cylinder at a time by way of inletports E. The fuel is delivered to the cylinder via injector F. Themixture of fuel and air is then compressed under extreme pressurecausing ignition. With this ignition and compression, small amounts ofunburned fuel vapor pass by the piston rings and is forced into thecrankcase or oil pan D as “blow by” gases as discussed above. In similarfashion, after combustion of the fuel-air mixture, a portion of exhaustgas also passes by the piston rings as “blow-by” gases. As a result, apositive pressure is produced in the crankcase which must be released.However, the hot combustion gasses or “blow-by” gasses homogenize withheavy crankcase oil due the high speed churning action caused by thecrankshaft and connecting rods. Nonetheless, this pressure must berelieved. As with the gasolene engine discussed above, a fluid flow isproduced within the engine and is directed toward the spacing betweenthe valve cover and the engine head. However, due to the liquids in thefluid flow, the fluid flow cannot be directed back to the inductionsystem of the diesel engine. Instead, the fluid flow is released intothe environment through a “blow-by” tube G.

Referring to FIGS. 2-13, shown is a separator 10 having an outer body orbottle 12, a deflector assembly 14 and a cap 20. Outer body orcontainment vessel 12 includes threaded neck portions 24 to threadinglyreceive cap assembly 20. Threaded neck portion 24 and cap 20 can alsoutilize a quarter turn thread design for easy removal or any otherthread and/or cap locking design known in the art including, but notlimited to lock down clamps. Cap 20 further includes an input fitting 30and an output fitting 32. With reference to FIG. 1A, input fitting 30can be connected to hose H2 and output fitting 30 can be connected tohose H3 such that fluid stream FS passes through separator 10 after itexits valve cover VC of the engine and before it enters intakepassageway IP of the engine. With respect to diesel engines and whichwill be discussed in greater detail below, input fitting 30 can beconnected to the “blow-by” tube and output fitting 32 can be connectedto a hose in fluid connection with the induction system of the engine.The passage of fluid stream FS through separator 10 will also bediscussed in greater detail below. Cap 20 can further include a mountingflange or bracket 40 which can be used by itself or in connection withother mounting arrangements to secure separator 10 to a surface on thevehicle including, but not limited to, a surface within the enginecompartment of the vehicle such as the fire wall. In order to easilysecure cap 20 to a surface, the bracket can include through holes 42 and44 that can be used in connection with self-tapping screws or otherfasteners known in the art.

Bottle 12 has a top 50 and a bottom 52, a front 54 and a back 56extending between top 50 and bottom 52. Bottle 12 further includes sides60 and 62 and is shown in FIG. 4, sides 60 and 62 can include mountingflanges 70 and 72 respectively. As with cap bracket 40, mounting flanges70 and 72 can include through holes 74 and 76, respectively, to mountseparator 10 to a surface on the vehicle with self-tapping screws orother fasteners known in the art. Including both bracket 40 and flanges70 and 72, allow separator 10 to be easily connected to a wide varietyof surfaces.

As can be appreciated, cap assembly and bottle assembly can have manydifferent configurations without detracting from the invention of thisapplication. In this respect, bottle 12 can be shaped to fit within aparticular engine compartment of any vehicle or vessel engine framing orcompartment and yet be designed to hold a desired amount of liquidseparated from the fluid stream. Also, the bottle or housing can alsoinclude strengthening ribs to strengthen the bottle while maintaining adesire weight of the bottle to cap ratio. Cap 20 and/or bottle 12 canfurther include internal strengthening ribs and can be made from anyknown material known in the art including molded plastics such ashi-heat composite molded plastic and metals.

Bottle 12 can further include a drain outlet 80 which should bepositioned near the bottom of the container to drain the liquidscollected from the fluid stream. As can be appreciated, bottles 12 thatinclude a drain assembly can preferably be secured in place whilebottles that do not include drain assemblies are preferably removablewherein only the cap is secured. Further, drain outlet 80 can bepositioned virtually anywhere on the bottle assembly including extendinghorizontally from one of the sides, front, or back of bottle 12 such asfrom side 62 which is shown in FIG. 2 as 80 a. Drain outlet can alsoextend downwardly from bottom 52 as is shown in FIG. 8 as 80 b.Separator 10 can further include any known valve in the art (not shown)to open and close drain outlet 80. Also it should be noted that thedrain and/or drain valve can be positioned on the bottle or located tofit any manufacturers structural design and can have the drain systemconfigured as needed or as space requires. Furthermore, drain outlet 80can also be fluidly connected with another bottle assembly (not shown)and/or a hose (also not shown) such that the liquids can be drained fromthe separator at a location spaced from the separator. For example,separator 10 can include a hose (not shown) connected to outlet 80 thatextends towards the oil drain pan of the vehicle wherein a valve ispositioned near the oil pan of the vehicle to allow convenient accessfor draining. With this particular configuration, the contaminantscollected in the separator can be drained into the same container withthe waste oil from the crankcase. Again, any known valve and/or hoseassembly can be used to allow more convenient draining of thecontaminated liquid from separator 10. A check valve can also beutilized to allow easy draining and cleaning of the separator. Yet evenfurther, the bottle or containment vessel can include a fluidcontainment region that is in close proximity to the accelerator or thecontainment region can be spaced from accelerator even such that it islinked to the remainder of the bottle by a hose assembly.

Deflector assembly 14 is suspended within outer body 12 such that abottom end 90 of the deflector assembly is spaced above bottom 52 ofbottle 12. For example, deflector assembly 14 can threadingly engage capassembly 20 such that deflector assembly 14 is suspended and/orsupported by its engagement with cap assembly 20. However, othermounting arrangements known in the art could be utilized. In order tomake cleaning easier for separator 10, deflector assembly 14 can besized such that it can pass through a top opening 82 to allow removaland cleaning. More particularly, top opening 82 is shown to be acircular opening and deflector assembly 14 is cylindrical having bottom90, a cylindrical side wall 92 and a circular top 94. The diameter ofbottom 90, side wall 92 and top 94 are less than the diameter of topopening 82 thereby allowing the deflector assembly to pass through theopening. However, it should be noted that other configurations could beutilized in connection with deflector assembly 14 and/or opening 82.

In operation, fluid stream FS enter separator 10 by way of input fitting30 of cap 20 and is directed toward deflector assembly 14 by a fluidchannel 100 which can be molded into cap 14 or any other type of fluidchannel known in the art. Once the fluid stream reaches assembly 14, itenters an opening 102 in top 94 of assembly 14 and is directed toward afirst separation chamber 104. First separation chamber 104 can becylindrical and extends between top 94 and bottom 90. First separationchamber 104 includes a separating deflector 110 which can have one ormore spiral accelerators members 112 that extend about an accelerator orspiral axis 114. Assembly 110 is shown to include two spiralaccelerators 112 a and 112 b. However, it should be appreciated thatwhile two accelerators are shown, more or less accelerators could beused without detracting from the invention of this application.

As fluid stream FS passes through first separation chamber 104, itengages surfaces 120 a and 120 b of spiral accelerators 112 a and 112 b,respectively, causing the fluid stream to spiral about axis 114 and tobe driven outwardly from axis 114 toward a second separation chamber124. First separating chamber 104 and second separating chamber 124 canbe separated by a screen divider 126 which will be discussed in greaterdetail below. With special reference to FIGS. 10-12, deflector 110includes a central core 130 essentially coaxial with axis 114 with anouter cylindrical surface 132. Accelerators 112 a and 112 b extendoutwardly from surface 132 and include upwardly facing deflectingsurfaces 120 a and 120 b, respectively, discussed above and downwardlyfacing surfaces 134 a and 134 b. Surfaces 120 a and 120 b extend fromroot edges 140 a and 140 b, respectively, to outer edges 142 a and 142b. In similar fashion, surfaces 134 a and 134 b also extend between core130 and outer edges 142 a and 142 b. Further, outer edges 142 a and 142b can engage screen 126 to help maintain the position of deflector 110within chamber 104. Accelerators 112 a and 112 b can also includearcuate surface accelerators 120 a and 120 b, respectively. In thisrespect, while surfaces 120 a and 120 b are curved based on their spiralabout core 130, they can also be curved from root edges 140 a and 140 bto outer edges 142 a and 142 b, respectively.

The flow of the fluid stream is captured between surfaces 120 a, 120 b,132, 134 a, 134 b and the entrance to second separation chamber 124,namely, screen 126 (if used) thereby forcing the fluid flow to enterchamber 124 as it travels through first chamber 104. Forcing the fluidstream through the spiral accelerator increases the speed of the fluidstream and cools the fluid stream before it enters second chamber 124.In addition, the spiral action of the fluid stream as it is driventhrough spiral accelerators 112 a and 112 b begins the separationprocess by having a different effect on the liquids than on the lighthydrocarbons. In addition, the fluid stream is forced through screen 126at the increased velocity which also has a separating effect. Theseparation process further takes place in second separation chamber 124which also extends between bottom end 90 and top end 94 wherein theseparated liquids 150 are directed downwardly toward a collection area152 in body 12. As stated above, separation assembly is sufficientlyspaced from bottom 52 to allow a desired amount of separated liquid tobe maintained within body 12 without interfering with the operation ofassembly 14.

Second chamber 124 includes non-absorbent or adsorption beads 160 whichact to complete the separation process. In this respect, as the fluidstream enters chamber 124, its velocity has been increased based on thespiral action caused by accelerator 112. The fluid stream then impingesbeads 160 and then based on its weight, is directed downwardly towardcollection area 152. Beads 160 can be silica-gel beads or otheradsorption or non-absorbent beads known in the art. Beads 160 aremaintained in chamber 124 by a divider 126 that can be a screen and anouter barrier 162 that can also be a screen in addition to assemblybottom 90 and top 94. The volume of beads 160 utilized in chamber 124 isa function of several factors including the internal combustion enginein which separator 10 is used and the operating conditions of thevehicle and/or the size of the chambers.

As the fluid stream passes through the chambers, separated liquid 150 isdirected downwardly toward collection area 152 and the lighthydrocarbons and other gasses 170 are drawn upwardly and out of theseparator by the vacuum created in the air intake system of the engine.This vacuum relieves or balances the pressure built up from the“blow-by” gasses in the engine. A gas stream 170 exits body 12 byflowing through a fluid channel 172 in cap assembly 20 and exitsseparator 10 at outlet fitting 32. Gas stream 170 is then directed toinduction passageway IP by hose H3. Once the gas stream enters theinduction system of the internal combustion engine, it is directed tothe combustion chamber and is mixed with the new fuel and air whereinthe hydrocarbons in stream 170 become a booster to the fuel mixture.Since a greater percentage of liquid (mainly contaminated crankcase oil)is removed from the fluid stream, the introduction of gas stream 170into the induction system of the engine can be a benefit to thecombustion of the fuel-air mixture instead of merely a means to burn offthe fluid stream produced by the “blow-by” gasses. In this respect, the“blow-by” gasses which are separated from the contaminated oil are abooster which aid in a better more complete burn during combustion.Further, once the separated “blow-by” gasses reach the compressionchamber they are already at engine temperature which creates a bettermixture and a more complete burn.

Turning to FIG. 14, shown is separator 10 connected to diesel engine DE.More particularly, as is stated above, diesel engine DE includes anintake I which directs the flow of air towards the compression chamberof the diesel engine by way of air inlets E. This particular dieselengine is turbo-charged including turbo-charger K that is known in theart and which is in fluid connection with induction system I by way ofintake line M. Blow-by tube G has been joined to inlet fitting 30 by wayof hose H2. The out flowing gases 170 are directed to intake line M byhose H3 connected between outlet connector 32 and a fitting Z in inletline M. In operation, air is driven through turbo-charger K and isdirected to the combustion chamber by way of intake system I. In thecombustion chamber, the air is mixed with a fuel mixture which iscompressed and ignited to drive the engine. The blow-by gasses whichpass by piston rings B and enter the crankcase are directed toward thecylinder head and exit the engine at blow-by tube G. However, sinceblow-by tube G is in fluid connection with inlet 30, the fluid streamexiting the engine is directed to separator 10 and passes through theseparator whereby the liquids in the fluid stream are collected andcontained in bottle 12 while the lighter hydrocarbons exit separator 10at outlet 32. These lighter hydrocarbons pass through hose H3 and aredirected to intake line M wherein they are reintroduced into dieselengine DE by way of the induction systems. While prior art separatingsystems could not be used in connection with a diesel engine, separator10 removes enough of the liquids contained in the fluid stream to allowthe use of a closed loop system with a diesel engine. Furthermore, asstated above, such a high amount of liquids are removed from the fluidstream that the light hydrocarbons reintroduced into the engine actuallyproduce performance gains and reduce unwanted engine deposits therebyincreasing power, increasing fuel economy, and increasing engine life.

In the following discussion concerning further embodiments of thepresent invention, like components will be referenced with likereference number for convenience. However, it must be noted that theselike references do not mean that variations cannot be made between theembodiments of the invention of this application.

With reference to FIGS. 15-20, shown are yet further embodiments. Inthis respect, shown is a separator 210 having an outer body or bottle12, a deflector assembly 214 and a cap 20. As with the outer body orcontainment vessel discussed above, bottle 12 can have any configurationwithout detracting from the invention of this application. Shown is abottle 12 assembly that includes threaded neck portions 24 tothreadingly receive cap assembly 20. Threaded neck portion 24 and cap 20can also utilize a quarter turn thread design for easy removal or anyother thread and/or cap locking design known in the art including, butnot limited to lock down clamps. Cap 20 further includes an inputfitting 30 and an output fitting 32. Cap 20 can further include amounting flange or bracket 40. In order to easily secure cap 20 to asurface, the bracket can include through holes that can be used inconnection with self-tapping screws or other fasteners known in the art.

Bottle 12 has a top 50 and a bottom 52, a front 54 and a back 56extending between top 50 and bottom 52. Bottle 12 further includes sides60 and 62. As with cap bracket 40, mounting flanges 70 and 72 caninclude through holes 74 and 76, respectively, to mount separator 10 toa surface on the vehicle.

As can be appreciated, cap assembly and bottle assembly can have manydifferent configurations without detracting from the invention of thisapplication. In this respect, bottle 12 can be shaped to fit within aparticular engine compartment of any vehicle or vessel engine framing orcompartment and yet be designed to hold a desired amount of liquidseparated from the fluid stream. Also, the bottle or housing can alsoinclude strengthening ribs to strengthen the bottle while maintaining adesire weight of the bottle to cap ratio. Cap 20 and/or bottle 12 canfurther include internal strengthening ribs and can be made from anyknown material known in the art including molded plastics such ashi-heat composite molded plastic and metals. Bottle 12 can furtherinclude a drain outlet 80 b or other drain configurations known in theart and/or discussed above.

As with the embodiments discussed above, deflector assembly 214 can besuspended within outer body 12 such that a bottom end 90 of thedeflector assembly is spaced above bottom 52 of bottle 12. Top opening82 can be a circular opening and deflector assembly 214 can becylindrical having bottom 90, a cylindrical side wall 92 and a circulartop 94. The diameter of bottom 90, side wall 92 and top 94 can be lessthan the diameter of top opening 82 thereby allowing the deflectorassembly to pass through the opening. Again, other configurations couldbe utilized in connection with deflector assembly 214 and/or opening 82.

In this embodiment, deflector assembly includes a separating deflector211 that includes at least one spiral accelerator 212. Initially,deflector 211 shows the deflector can have a number of configurationswithout deviating from the invention of this application. Separatingdeflector 211 includes spiral accelerators members 212 a and 212 b;however, separating deflector 211 further includes an inner passage 215.In operation, fluid stream FS enters separator 10 by way of inputfitting 30 of cap 20 and is directed toward deflector assembly 214 byfluid channel 100 which can be molded into cap 20 or any other type offluid channel known in the art. Once the fluid stream reaches assembly214, it enters opening 102 in top 94 of assembly 214 and is directedtoward first separation chamber 104. First separation chamber 104 alsocan be cylindrical and extend between top 94 and bottom 90.

However, deflector 211 includes multiple accelerators to increase theseparating capacity of the unit. In this respect, the deflector 211 canbe enlarged to increase the separating ability of the unit. This caninclude lengthening accelerators 212 and/or adding additionalaccelerators 211 such as side-by-side accelerators 211. As can beappreciated, the amount that the accelerators can be lengthened islimited. In this respect, the dissipation of the Fluid Stream as itpasses through the accelerators will result in the downstream portionsof the accelerators being relatively inefficient. While, the downstreamportion may still successfully accelerate the Fluid Stream forseparation, its effectiveness is not maximized. Deflector 211 includestwo accelerators, namely, two acceleration zones 216 and 218 both ofwhich include members 212 a and 212 b. However, the invention of thisapplication is not to be limited to two accelerators and/or twoacceleration zones.

Zones 216 and 218 are in-line zones that extend about axis 114.Separator 210 includes a fluid stream divider 220 to divide fluid streamFS into a first fluid stream FS1 and a second fluid stream FS2. Divider220 can be a portion of deflector 211. In this embodiment, divider 220is multiple openings in deflector 211 wherein fluid stream FS is dividedinto first fluid stream FS1 which is directed toward acceleration zone216 and second fluid stream FS2 which is directed into passage 215 and,then, into acceleration zone 218. More particularly, inner passage 215extends generally between top 94 and bottom 90. Passage 215 is radiallydefined by an inner surface 231 of a passage wall 232 that can becoaxial to axis 114 forming a generally tubular divider. Fluid streamFS2 is allowed to enter passage 215 near top 94 by divider openings 220in wall 232. Fluid stream FS2 is then urged toward bottom 90 whereinwall 232 further includes openings 234 that join passage 215 toacceleration zone 218.

As a result of divider 220, fluid stream FS1 enters acceleration zone216 near top 94 and fluid stream FS2 enters acceleration zone 218 nearbottom 90. In this embodiment, zones 216 and 218 are formed from thesame spiral accelerator members 212 a and 212 b; however, they aredirected to the opposite ends of the members such that the entire lengthof the members is efficiently utilized. Essentially, fluid stream FS1 isforced along members 212 a and 212 b from end 94 toward end 90 and fluidstream FS2 is forced along members 212 a and 212 b from ends 90 towardend 94 and the fluid stream converge on one another in a central region236 which also extends about axis 114. While zones 216 and 218 arecoaxial and formed by the same spiral members 212 a and 212 b, theyfunction similar to two separate zones. Further, the converging fluidflows at region 236 help maintain balanced fluid flow between the twozones.

As with the embodiments discussed above, fluid streams FS1 and FS2interact with spiral accelerators 112 a and 112 b thereby causing thefluid streams to spiral about axis 114 and to be driven outwardly fromaxis 114 toward second separation chamber 124. More particularly, fluidstream enters zone 216 near top 94 and is directed toward members 212 aand 212 b. Fluid stream FS1 is then driven into and engages surfaces 250a and 250 b of members 212 a and 212 b, respectively. First separatingchamber 104 and second separating chamber 124 can be separated by screen126 as is discussed above. Passage wall 232 forms the core of deflector211 and is essentially coaxial with axis 114. Wall 232 has an outersurface 260 which forms a radially inner boundary for both zones 216 and218. Accelerators 212 a and 212 b extend outwardly from surface 260 andinclude upwardly facing deflecting surfaces 250 a and 250 b,respectively, discussed above and downwardly facing surfaces 264 a and264 b. Members 212 a and 212 b can be configured similar to the spiralsdiscussed above, can have spiral configurations designed to takeadvantage of the converging fluid flow and/or can have other spiralconfigurations. Further, while not shown, zones 216 and 218 can beseparated by a zone wall not shown.

As with at least some of the embodiments discussed above, the flow offluid streams FS1 and FS2 are partially captured or controlled betweensurfaces 250 a, 250 b, 160, 264 a, 264 b. The spiral configuration ofmembers 212 a and 212 b create a radial acceleration in the fluid flowthereby accelerating flows FS1 and FS1 radially outwardly through screen126 (if used) and toward second separation chamber 124. Forcing thefluid stream through the spiral accelerator increases the speed of thefluid stream and cools the fluid stream before it enters second chamber124. In addition, the spiral action of the fluid streams as they aredriven through the spiral accelerators begins the separation process byhaving a different effect on the liquids than on the light hydrocarbons.In addition, the fluid stream is forced through screen 126 at theincreased velocity which also has a separating effect. The separationprocess further takes place in second separation chamber 124 as isdiscussed above. Fluid streams FS1 and FS2 then rejoin one another asthe fluid flow is directed back to the engine of the vehicle. Again,further discussion on re-introducing the fluid back into the engine ofthe vehicle is discussed above.

The invention of this application is designed to have multiple benefitsfor an internal combustion engine. In this respect, the use of aseparator according to the present invention increases engineperformance by efficiently burning the lighter hydrocarbons whichblow-by the piston ring during compression and the exhaust cycle whichincreases fuel economy and engine performance. However, a greaterbenefit of the separator according to the present invention relates tothe ability of creating a closed loop system for the blow-by gasses of adiesel engine thereby reducing the pollutants emitted by the dieselengine.

While considerable emphasis has been placed on the preferred embodimentsof the invention illustrated and described herein, it will beappreciated that other embodiments can be made and that many changes canbe made in the preferred embodiments without departing from theprinciples of the invention. It is intended to include all suchmodifications and alterations insofar as they come within the scope ofthe appended claims or the equivalents thereof.

1. A separator for separating liquids in a fluid stream generated byblow-by gasses produced in a crankcase of an internal combustion engine,the fluid stream including both gasses and liquids, said separatorcomprising: an inlet in fluid connection with the engine for receivingthe fluid stream and an outlet in fluid connection with the engine toreturn a gas stream to the engine; a fluid path fluidly connecting saidinlet to said outlet; a containment vessel in fluid connection with saidfluid path; a fluid stream divider in said fluid path, said dividerbeing configured to divide the fluid stream into a first fluid streamand a second fluid stream and, a fluid stream accelerator in said fluidpath, said accelerator including a first and a second flow path suchthat the first fluid stream is directed by said first flow path and thesecond fluid stream is directed by said second fluid path, saidaccelerator further including a spiral accelerator in said first fluidpath, said spiral accelerator extending about a portion of said secondfluid path and accelerating the first fluid stream radially outwardlyfrom an accelerator axis to at least partially separate the gasses fromthe liquids in the fluid stream.
 2. The separator of claim 1, whereinsaid spiral accelerator includes a spiral fluid passageway in said firstfluid path having at least one elongated spiral member extending aboutsaid accelerator axis and said second fluid path.
 3. The separator ofclaim 2, wherein said spiral fluid passageway includes at least twoelongated spiral members extending about said accelerator axis.
 4. Theseparator of claim 2, wherein said separator further includes adeflector in said fluid path, said deflector extending about said spiralfluid passageway.
 5. The separator of claim 1, wherein said fluid streamaccelerator includes an elongated tubular member extending between afirst end and a second end and having an elongated wall between saidfirst and second ends, said wall having an outer surface that forms aportion of said first fluid path and an inner surface defining an innerpassage that forms a portion of said second fluid path.
 6. The separatorof claim 5, wherein said spiral accelerator includes a spiral fluidpassageway in said first fluid path having at least one elongated spiralmember extending about said outer surface of said wall thereby forminganother portion of said first fluid path.
 7. The separator of claim 5,wherein said spiral accelerator includes a spiral fluid passageway insaid first fluid path having at least two elongated spiral membersextending about said outer surface of said wall thereby forming anotherportion of said first fluid path.
 8. The separator of claim 5, whereinsaid wall is generally cylindrical and coaxial to said accelerator axis.9. The separator of claim 5, wherein the fluid stream enters saidaccelerator near said first end, said fluid stream divider including atleast one opening in said elongated wall near said first end.
 10. Theseparator of claim 5, wherein the fluid stream enters said acceleratornear said first end, said fluid stream divider including at least twoopenings in said elongated wall near said first end.
 11. The separatorof claim 1, wherein said spiral accelerator is a first spiralaccelerator, said fluid stream accelerator further including a secondspiral accelerator in said second fluid path.
 12. The separator of claim11, wherein said fluid stream accelerator includes an elongated tubularmember extending between a first end and a second end and having anelongated wall between said first and second ends, said wall having anouter surface and an inner surface, said inner surface defining an innerpassage that forms a portion of said second fluid path.
 13. Theseparator of claim 12, wherein said outer surface of said wall includesa spiral fluid passageway having at least one elongated spiral memberextending about said outer surface from near said first end to near saidsecond end, said first fluid path entering said spiral fluid passagewaynear said first end and said second fluid path entering said spiralfluid passageway near said second end.
 14. The separator of claim 13,wherein said at least one elongated spiral member is at least twoelongated spiral members extending about said outer surface.
 15. Theseparator of claim 13, wherein said first and second fluid pathsconverge on one another in spiral fluid passageway between said firstand second ends.
 16. The separator of claim 15, wherein said at leastone elongated spiral member is at least two elongated spiral membersextending about said outer surface.
 17. The separator of claim 13,wherein said wall is generally cylindrical and coaxial to saidaccelerator axis, said inner surface defining an inner passage thatforms a portion of said second fluid path and said outer surface forminga portion of both said first fluid path and said second fluid path. 18.The separator of claim 17, wherein the fluid stream enters saidaccelerator near said first end, said fluid stream divider including afirst at least one opening in said elongated wall near said first endfor directing said first fluid path into said spiral fluid passageway,said wall including a second at least one opening near said second endfor directing said second fluid path into said spiral fluid passageway,said second fluid path extending substantially through said innerpassage.
 19. The separator of claim 1, wherein said separator furtherincludes a deflector in said first and second flow paths, said deflectorextending about said spiral fluid passageway.
 20. The separator of claim19, wherein said deflector includes non-absorbent or adsorption beads.21. The separator of claim 20, further including a screen separatingsaid accelerator from said deflector.
 22. The separator of claim 20,wherein said fluid stream accelerator and said deflector form a portionof a deflector assembly that is selectably interengageable with saidcontainment vessel as an assembled unit and removable from saidcontainment vessel as an assembled unit.
 23. A separator for separatingliquids in a fluid stream generated by blow-by gasses produced in acrankcase of an internal combustion engine, the fluid stream includingboth gasses and liquids, said separator comprising: an inlet in fluidconnection with the engine for receiving the fluid stream and an outletin fluid connection with the engine to return a gas stream to theengine; a fluid path fluidly connecting said inlet to said outlet; acontainment vessel in fluid connection with said fluid path; a spiralfluid passageway in said fluid path, said spiral passageway including atleast one elongated spiral member extending about an accelerator axisbetween a first end and a second end and further includes an outerradial opening at least partially defined by said at least one spiralmember; and, a channel in said fluid path in fluid connection with saidspiral fluid passage way such that said fluid stream is directed intosaid spiral fluid passageway near said first end and urged toward saidsecond end wherein said spiral member forces the fluid stream radiallyoutwardly from said accelerator axis and toward said containment vessel.24. The separator of claim 23, wherein said spiral passageway includes acentral core and said at least one elongated spiral member extends aboutsaid central core.
 25. The separator of claim 24, wherein said centralcore is substantially solid.
 26. The separator of claim 25, wherein saidat least one elongated spiral member extending about said central coreis at least two spiral members extending about said central core. 27.The separator of claim 24, wherein said central core includes a centralopening, said separator further including a fluid stream divider in saidfluid path, said divider being configured to divide the fluid streaminto a first fluid stream and a second fluid stream, one of said firstand second fluid streams being directed into said central opening andthe other of said first and second fluid streams being directed intosaid entering said spiral fluid passageway near said first end.
 28. Aseparator for separating liquids in a fluid stream generated by blow-bygasses produced in a crankcase of an internal combustion engine, thefluid stream including both gasses and liquids, said separatorcomprising: an inlet in fluid connection with the engine for receivingthe fluid stream and an outlet in fluid connection with the engine toreturn a gas stream to the engine; a fluid stream accelerator fluidlyconnected to said inlet, said accelerator including a spiral fluidpassageway having at least one elongated spiral member spiraling about acentral core from a first end to a second end, said spiral memberinclude side surfaces extending radially from said core and saidpassageway further including an outer radial opening radially spacedfrom said core, the fluid stream being at least partially guided by saidside surfaces from near said first end toward said second end by saidcore and said side surfaces such that the fluid stream is acceleratedradially outwardly of said core and out said outer radial opening; and,a containment vessel extending about said outer radial opening.